ACKNOWLEDGEMENT

I take this opportunity to express our sincere gratitude to the peoples who have been helpful in the successful completion of my industrial training. I would like to show my greatest appreciation to the highly esteemed and devoted technical staff, supervisors of the Diesel Loco Shed, Tughlakabad. I am highly indebted to them for their tremendous support and help during the completion of my training. I am grateful to Mr. OM KANT, C.I. (D.T.C.) of Diesel Loco Shed Tughlakabad and Mr. SANDEEP GUPTA, Principal of Training School who granted me the permission of industrial training in the shed. I would like to thanks to all those peoples who directly or indirectly helped and guided me to complete my training and project in the shed, including the following instructors and technical officers of Diesel Training Centre and various sections.

CONTENTS
History Introduction of Diesel Shed TKD Turbo Supercharger Expressor Cylinder Head Bogie Fuel Injection Pump ( FIP) Fuel Section Air Brake Schedule Examination

Yearly ( Mech.)

INDIAN RAILWAY HISTORY

INTRODUCTION
Indian Railways is the state-owned railway company of India. It comes under the Ministry of Railways. Indian Railways has one of the largest and busiest rail networks in the world, transporting over 18 million passengers and more than 2 million tonnes of freight daily. Its revenue is Rs.107.66 billion. It is the world's largest commercial employer, with more than 1.4 million employees. It operates rail transport on 6,909 stations over a total route length of more than 63,327 kilometres (39,350 miles).The fleet of Indian railway includes over 200,000 (freight) wagons, 50,000 coaches and 8,000 locomotives. It also owns locomotive and coach production facilities. It was founded in 1853 under the East India Company. Indian Railways is administered by the Railway Board. Indian Railways is divided into 16 zones. Each zone railway is made up of a certain number of divisions. There are a total of sixty-seven divisions. It also operates the Kolkata metro. There are six manufacturing plants of the Indian Railways. The total length of track used by Indian Railways is about 108,805 km (67,608 mi) while the total route length of the network is 63,465 km (39,435 mi). About 40% of the total track kilometer is electrified & almost all electrified sections use 25,000 V AC.

Indian railways use four rail track gauges:1. 2. 3. 4. The broad gauge (1670 mm) The meter gauge (1000 mm) Narrow gauge (762 mm) Narrow gauge (610 mm).

CLASSIFICATION
1. Standard Gauge designations and dimensions: W = Broad gauge (1.67 m) Y = Medium gauge ( 1 m) Z = Narrow gauge ( 0.762 m) N = Narrow gauge ( 0.610 m) 2. Type of Traction designations: D = Diesel-electric traction C = DC traction A = AC traction CA = Dual power AC/DC traction 3. The type of load or Service designations: M = Mixed service P = Passenger G = Goods S = Shunting 4. Horse power designations from June 2002 (except WDP-1 & WDM-2 LOCOS) 3 For 3000 horsepower 4 For 4000 horsepower 5 For 5000 horsepower A For extra 100 horsepower B For extra 200 horsepower and so on. Hence WDM-3A indicates a broad gauge loco with diesel-electric traction. It is for mixed services and has 3100 horsepower.

DIESEL LOCO SHED (TUGHLAKABAD)

INTRODUCTION
Diesel locomotive shed is an industrial-technical setup, where repair and maintenance works of diesel locomotives is carried out, so as to keep the loco working properly. It contributes to increase the operational life of diesel locomotives and tries to minimize the line failures. The technical manpower of a shed also increases the efficiency of the loco and remedies the failures of loco.

The shed consists of the infrastructure to berth, dismantle, repair and test the loco and subsystems. The shed working is heavily based on the manual methods of doing the maintenance job and very less automation processes are used in sheds, especially in India. The diesel shed usually has: Berths and platforms for loco maintenance. Pits for under frame maintenance Heavy lift cranes and lifting jacks Fuel storage and lube oil storage, water treatment plant and testing labs etc. Sub-assembly overhauling and repairing sections Machine shop and welding facilities.

ABOUT DIESEL SHED TKD

Diesel Shed, Tughlakabad of Northern Railway is located in NEW DELHI. The shed was established on 22nd April 1970. It was initially planned to home 75 locomotives. The shed cater the needs of Northern railway. This shed mainly provides locomotive to run the mail, goods and passenger services. No doubt the reliability, safety through preventive and predictive maintenance is high priority of the shed. To meet out the quality standard shed has taken various steps and obtaining of the ISO-9001-200O& ISO 14001 OHSAS CERTIFICATION is among of them. The Diesel Shed is equipped with modern machines and plant required for Maintenance of Diesel Locomotives and has an attached store depot. To provide pollution free atmosphere, Diesel Shed has constructed Effluent Treatment Plant. The morale of supervisors and staff of the shed is very high and whole shed works like a well-knit team.

TURBO SUPERCHARGER

INTRODUCTION
A turbocharger, or turbo, is a gas compressor used for forced-induction of an internal combustion engine. Like a supercharger, the purpose of a turbocharger is to increase the density of air entering the engine to create more power. However, a turbocharger differs in that the compressor is powered by a turbine driven by the engine's own exhaust gases.

TURBO SUPERCHARGER AND ITS WORKING PRINCIPLE

The exhaust gas discharge from all the cylinders accumulate in the common exhaust manifold at the end of which, turbo- supercharger is fitted. The gas under pressure there after enters the turbo- supercharger through the torpedo shaped bell mouth connector and then passes through the fixed nozzle ring. Then it is directed on the turbine blades at increased pressure and at the most suitable angle to achieve rotary motion of the turbine at maximum efficiency. After rotating the turbine, the exhaust gas goes out to the atmosphere through the exhaust chimney. The turbine has a centrifugal blower mounted at the other end of the same shaft and the rotation of the turbine drives the blower at the same speed. The blower connected to the atmosphere through a set of oil bath filters, sucks air from atmosphere, and delivers at higher velocity. The air then passes through the diffuser inside the turbo- supercharger, where the velocity is diffused to increase the pressure of air before it is delivered from the turbo- supercharger. Pressurising air increases its density, but due to compression heat develops. It causes expansion and reduces the density. This affects supply of high-density air to the engine. To take care of this, air is passed through a heat exchanger known as after cooler. The after cooler is a radiator, where cooling water of lower temperature is circulated through the tubes and around the tubes air passes. The heat in the air is thus transferred to the cooling water and air regains its lost density. From the after cooler air goes to a common inlet manifold connected to each cylinder head. In the suction stroke as soon as the inlet valve opens the booster air of higher pressure density rushes into the cylinder completing the process of super charging. The engine initially starts as naturally aspirated engine. With the increased quantity of fuel injection increases the exhaust gas pressure on the turbine. Thus the self-adjusting system maintains a proper air and fuel ratio under all speed and load conditions of the engine on its own. The maximum rotational speed of the turbine is 18000/22000 rpm for the Turbo supercharger and creates max. Of 1.8 kg/cm2 air pressure in air manifold of diesel engine, known as Booster Air Pressure (BAP). Low booster pressure causes black smoke due to incomplete combustion of fuel. High exhaust gas temperature due to after burning of fuel may result in considerable damage to the turbo supercharger and other component in the engine.

MAIN COMPONENTS OF TURBO-SUPERCHARGER

Turbo- supercharger consists of following main components. Gas inlet casing. Turbine casing. Intermediate casing Blower casing with diffuser Rotor assembly with turbine and rotor on the same shaft.

Fitments of higher capacity Turbo Supercharger - following new

generation Turbo Superchargers have been identified by diesel shed TKD for 2600/3100HP diesel engine and tabulated in table 1.

TABLE 1 TYPE 1.ALCO 2.ABB TPL61 3.HISPANO SUIZA HS 5800 NG 4. GE 7S1716 5. NAPIER NA-295 6. ABB VTC 304 POWER 2600HP 3100HP 3100HP 3100HP 2300,2600&3100HP 2300,2600&3100HP COOLING Water cooled Air cooled Air cooled Water cooled Water cooled Water cooled

TURBO RUN DOWN TEST

Turbo run-down test is a very common type of test done to check the free running time of turbo rotor. It indicates whether there is any abnormal sound in the turbo, seizer/ partial seizer of bearing, physical damages to the turbine, or any other abnormality inside it. The engine is started and warmed up to normal working conditions and running at fourth notch speed. Engine is then shut down through the over speed trip mechanism. When the rotation of the crank shaft stops, the free running time of the turbine is watched through the chimney and recorded by a stop watch. The time limit for free running is 90 to 180 seconds. Low or high turbo run down time are both considered to be harmful for the engine.

ADVANTAGES OF SUPER CHARGED ENGINES

A super charged engine can produce 50 percent or more power than a naturally aspirated engine. The power to weight ratio in such a case is much more favorable.

Better scavenging in the cylinders. This ensures carbon free cylinders and valves, and better health for the engine also.

Better ignition due to higher temperature developed by higher compression in the cylinder.

It increases breathing capacity of engine Better fuel efficiency due to complete combustion of fuel .

Defect in Turbochargers

Low Booster Air Pressure (BAP).

Oil throwing from Turbocharger because of seal damage or out of clearance.

Surging- Back Pressure due to uneven gap in Nozzle Ring or Diffuser Ring.

EXPRESSOR

INTRODUCTION
In Indian Railways, the trains normally work on vacuum brakes and the diesel locos on air brakes. As such provision has been made on every diesel loco for both vacuum and compressed air for operation of the system as a combination brake system for simultaneous application on locomotive and train. In ALCO locos the exhauster and the compressor are combined into one unit and it is known as EXPRESSOR. The expressor is located at the free end of the engine block and driven through the extension shaft attached to the engine crank shaft. The two are coupled together by fast coupling (Kopper's coupling). Naturally the expressor crank shaft has eight speeds like the engine crank shaft. There are two types of expressor are, 6CD,4UC & 6CD,3UC. In 6CD,4UC expressor there are six cylinder and four exhauster whereas 6CD,3UC contain six cylinder and three exhauster.

WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster cylinders through the open inlet valves in the cylinder heads during its suction stroke. Each of the exhauster cylinders has one or two inlet valves and two discharge valves in the cylinder head. A study of the inlet and discharge valves as given in a separate diagram would indicate that individual components like (1) plate valve outer (2) plate valve inner (3) spring outer (4) spring inner etc. are all interchangeable parts. Only basic difference is that they are arranged in the reverse manner in the valve assemblies which may also have different size and shape. The retainer stud in both the assemblies must project upward to avoid hitting the piston. The pressure differential between the available pressure in the vacuum train pipe and inside the exhauster cylinder opens the inlet valve and air is drawn into the cylinder from train pipe during suction stroke. In the next stroke of the piston the air is compressed and forced out through the discharge valve while the inlet valve remains closed. The differential air pressure also automatically open or close the discharge valves, the same way as the inlet valves operate. This process of suction of air from the train pipe continues to create required amount of vacuum and discharge the same air to atmosphere.

COMPRESSOR
The compressor is a two stage compressor with one low pressure cylinder and one high pressure cylinder. During the first stage of compression it is done in the low pressure cylinder where suction is through a wire mesh filter. After compression in the LP cylinder air is delivered into the discharge manifold at a pressure of 30 / 35 PSI. Workings of the inlet and exhaust valves are similar to that of exhauster which automatically open or close under differential air pressure. For inter-cooling air is then passed through a radiator known as intercooler. This is an air to air cooler where compressed air passes through the element tubes and cool atmospheric air is blown on the out side fins by a fan fitted on the expressor crank shaft. Cooling of air at this stage increases the volumetric efficiency of air before it enters the high- pressure cylinder. A safety valve known as inter cooler safety valve set at 60 PSI is provided after the inter cooler as a protection against high pressure developing in the after cooler due to defect of valves.

CYLINDER HEAD

INTRODUCTION
In cylinder heads valve seat inserts with lock rings are used as replaceable wearing part. To provide interference fit, inserts are frozen in ice and cylinder head is heated to bring about a temperature differential of 250F and the insert is pushed into recess in cylinder head. The valve seat inserts are ground to an angle of 44.5 whereas the valve is ground to 45 to ensure line contact. Each cylinder has 2 exhaust and 2 inlet valves of 2.85" in dia. The valve head material being austenitic steel has high level of stretch resistance and is capable of hardening above Rockwell- 34 to resist deformation due to continuous pounding action. The valve guides are interference fit to the cylinder head with an interference of 0.0008" to 0.0018". After attention to the cylinder heads the same is hydraulically tested at 70 psi and 190F. The fitment of cylinder heads is done in ALCO engines with a torque value of 550 Ft.lbs. The cylinder head is a metal-to-metal joint on to cylinder.

Maintenance and Inspection Cleaning: By dipping in a tank containing caustic solution or ORION-355 solution
with water (1:5) supported by air agitation and heating.

Crack Inspection: Check face cracks and inserts cracks by dye penetration test. Hydraulic Test: Conduct hyd. test (at 70 psi, 200F for 30 min.) for checking
water leakage at nozzle sleeve, ferrule, core plugs and combustion face.

Dimensional check :
Face seat thickness: within 0.005" to 0.020"

Straightness of valve stem: Run out should not exceed 0.0005"

Free & Compressed height (at 118 lbs.) of springs: 3 13/16" & 4 13/16"

Checks during overhauling:

Ground the valve seat insert to 44.5/29.5, maintain run out of insert within 0.002" with respect to valve guide while grinding. Grind the valves to 45/30 and ensure continuous hair line contact with valve guide by checking colour match. Ensure no crack has developed to inserts after grinding, checked by dye penetration test. Make pairing of springs and check proper draw on valve locks and proper condition of groove and locks while assembling of valves. Lap the face joint to ensure leak proof joint with liner.

Blow by test:
On bench blow by test is conducted to ensure the sealing effect of cylinder head. Blow by test is also conducted to check the sealing efficiency of the combustion chamber on a running engine, as per the following procedure: Run the engine to attain normal operating temperature (65C) Stop running after attaining normal operating temperature. Bring the piston of the corresponding cylinder at TDC in compression stroke. Fit blow-by gadget (Consists of compressed air line with the provision of a pressure gauge and stopcock) removing decompression plug. Charge the combustion chamber with compressed air. Cut off air supply at 70 psi. Through stop cock and record the time when it comes down to zero.7 to 10 secs is OK.

BOGIE

INTRODUCTION
A bogie is a wheeled wagon or trolley. In mechanics terms, a bogie is a chassis or framework carrying wheels, attached to a vehicle. It can be fixed in place, as on a cargo truck, mounted on a swivel, as on a railway carriage or locomotive, or sprung as in the suspension of a caterpillar tracked vehicle. Bogies serve a number of purposes: To support the rail vehicle body To run stably on both straight and curved track To ensure ride comfort by absorbing vibration, and minimizing centrifugal forces when the train runs on curves at high speed. To minimize generation of track irregularities and rail abrasion.

Key Components Of a Bogie

The bogie frame itself. Suspension to absorb shocks between the bogie frame and the rail vehicle body. Common types are coil springs, or rubber airbags. At least two wheelset, composed of axle with a bearings and wheel at each end. Axle box suspension to absorb shocks between the axle bearings and the bogie frame. The axle box suspension usually consists of a spring between the bogie frame and axle bearings to permit up and down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs. Brake equipment:-Brake shoes are used that are pressed against the tread of the wheels. Traction motors for transmission on each axle.

CLASSIFICATION OF BOGIE
Bogie is classified into the various types described below according to their configuration in terms of the number of axle, and the design and structure of the suspension. According to UIC classification two types of bogie in Indian Railway are: Bo-Bo Co-Co

A Bo-Bo is a locomotive with two independent four-wheeled bogies with all axles powered by individual traction motors. Bo-Bos are mostly suited to express passenger or medium-sized locomotives. Co-Co is a code for a locomotive wheel arrangement with two six-wheeled bogies with all axles powered, with a separate motor per axle. Co-Cos is most suited to freight work as the extra wheels give them good adhesion. They are also popular because the greater number of axles results in a lower axle load to the track.

FUEL INJECTION PUMP

It is a constant stroke plunger type pump with variable quantity of fuel delivery to suit the demands of the engine. The fuel cam controls the pumping stroke of the plunger. The length of the stroke of the plunger and the time of the stroke is dependent on the cam angle and cam profile, and the plunger spring controls the return stroke of the plunger. The plunger moves inside the barrel, which has very close tolerances with the plunger. When the plunger reaches to the BDC, spill ports in the barrel, which are connected to the fuel feed system, open up. Oil then fills up the empty space inside the barrel. At the correct time in the diesel cycle, the fuel cam pushes the plunger forward, and the moving plunger covers the spill ports. Thus, the oil trapped in the barrel is forced out through the delivery valve to be injected into the combustion chamber through the injection nozzle. The plunger has two identical helical grooves or helix cut at the top edge with the relief slot. At the bottom of the plunger, there is a lug to fit into the slot of the control sleeve. When the rotation of the engine moves the camshaft, the fuel cam moves the plunger to make the upward stroke.

It may also rotate slightly, if necessary through the engine governor, control shaft, control rack, and control sleeve. This rotary movement of the plunger along with reciprocating stroke changes the position of the helical relief in respect to the spill port and oil, instead of being delivered through the pump outlet, escapes back to the low pressure feed system. The governor for engine speed control, on sensing the requirement of fuel, controls the rotary motion of the plunger, while it also has reciprocating pumping strokes. Thus, the alignment of helix relief with the spill ports will determine the effectiveness of the stroke. If the helix is constantly in alignment with the spill ports, it bypasses the entire amount of oil, and nothing is delivered by the pump. The engine stops because of no fuel injected, and this is known as NO-FUEL position. When alignment of helix relief with spill port is delayed, it results in a partly effective stroke and engine runs at low speed and power output is not the maximum. When the helix is not in alignment with the spill port through out the stroke, this is known as FULL FUEL POSITION, because the entire stroke is effective.

Oil is then passed through the delivery valve, which is spring loaded. It opens at the oil pressure developed by the pump plunger. This helps in increasing the delivery pressure of oil. it functions as a non-return valve, retaining oil in the high pressure line. This also helps in snap termination of fuel injection, to arrest the tendency of dribbling during the fuel injection. The specially designed delivery valve opens up due to the pressure built up by the pumping stroke of plunger. When the oil pressure drops inside the barrel, the landing on the valve moves backward to increase the space available in the high-pressure line. Thus, the pressure inside the high-pressure line collapses, helping in snap termination of fuel injection. This reduces the chances of dribbling at the beginning or end of fuel injection through the fuel injection nozzles.

FUEL INJECTION NOZZLE

The fuel injection nozzle or the fuel injector is fitted in the cylinder head with its tip projected inside the combustion chamber. It remains connected to the respective fuel injection pump with a steel tube known as fuel high pressure line. The fuel injection nozzle is of multi-hole needle valve type operating against spring tension. The needle valve closes the oil holes by blocking the oil holes due to spring pressure. Proper angle on the valve and the valve seat, and perfect bearing ensures proper closing of the valve. Due to the delivery stroke of the fuel injection pump, pressure of fuel oil in the fuel duct and the pressure chamber inside the nozzle increases. When the pressure of oil is higher than the valve spring pressure, valve moves away from its seat, which uncovers the small holes in the nozzle tip. High-pressure oil is then injected into the combustion chamber through these holes in a highly atomised form. Due to injection, hydraulic pressure drops, and the valve returns back to its seat terminating the fuel injection, termination of fuel injection may also be due to the bypassing of fuel injection through the helix in the fuel injection pump causing a sudden drop in pressure.

.FUEL INJECTION NOZZLE TEST

The criteria of a good nozzle are good atomization, correct spray pattern and no leakage or dribbling. Before a nozzle is put to test the assembly must be rinsed in fuel oil, nozzle holes cleaned with wire brush and spray holes cleaned with steel wire of correct thickness. The fuel injection nozzles are tested on a specially designed test stand, where the following tests are conducted. Spray Pattern Test Spray Pressure Test Dribbling Nozzle Chatter

FUEL SECTION

The section is concern with receiving, storage and refilling of diesel and lube oil. It has 3 large storage tanks and one underground tank for diesel storage which have a combined storage capacity of 10,60, 000 liters.This stock is enough to end for 15-16 days The fuel is supplied by truck from IOC Panipat refinery each truck diesel sample is treated in diesel lab and after it in unloaded. Sample check is necessary to avoid water, kerosene mixing diesel. Two fuel filling points are established near the control room It also handles the Cardiam compound , lube oil. diesel is only for loco use if the diesel samples are not according to the standard , the delivery of the fuel is rejected. Viscosity of lube oil should be 100-1435 CST. Water mixing reduces the viscosity. Statement of diesel storage and received is made after every 10 days and the report is send to the Division headquarter. The record of each truck, wagons etc are included in it. The record of issued oil is also sending to headquarter. After each 4 months. A survey is conducted by high level team about the storage, records etc. 0.1% of total stored fuel oil is given for handling losses by the HQ. The test reports of diesel includes the type of diesel ( high speed diesel- Euro-3 with 0.035 % S), reason for test, inspection lot no, store tank no, batch no. etc.

AIR BRAKES

INTRODUCTION
An air brake is a conveyance braking system actuated by compressed air. Modern trains rely upon a fail preventive air brake system that is based upon a design patented by George Westinghouse on March 5,1872. In the air brake's simplest form, called the straight air system, compressed air pushes on a piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that can rub on the train wheels, using the resulting friction to slow the train.

AIR BRAKE SYSTEM OPERATION

The compressor in the locomotive produces the air supplied to the system. It is stored in the main reservoir. Regulated pressure of 6 kg/cm2 flows to the feed pipe through feed valve and 5-kg/cm2 pressure by drivers brake valve to the brake pipe. The feed pipe through check valve charges air reservoir via isolating cock and also by brake pipe through distributor valve. The brake pipe pressure controls the distributor valves of all the coaches/wagons which in turn control the flow of compressed air from Air reservoir to break cylinder in application and from brake cylinder to atmosphere in release. During application, the driver in the loco lowers the BP pressure. This brake pipe pressure reduction causes opening of brake cylinder inlet passage and simultaneously closing of brake cylinder outlet passage of the distributor valve. In this situation, auxiliary reservoir supplies air to brake cylinder. At application time, pressure in the brake cylinder and other brake characteristics are controlled by distributor valve. During release, the BP pressure is raised to 5 kg/cm2 . This brake pipe pressure causes closing of brake cylinder inlet passage and simultaneously opening of brake cylinder outlet passage of the distributor valve. In case of application by alarm chain pulling, the passenger emergency alarm signal device (PEASD) is operated which in turn actuates passenger valve (PEV) causing exhaust of BP pressure through a choke of 4 mm. Opening of guard emergency brake valve also makes emergency brake application. There are two case of braking, when only loco move and when entire train move. Consequently there are two valves in the driver cabin viz SA-9&A-9. Braking operation of above case is shown in chart below.

VALVES

A-9 Valve
The A-9 Automatic Brake Valve is a compact self lapping, pressure maintaining Brake Valve which is capable of graduating the application or release of locomotive and train brakes. A-9 Automatic Brake Valve has five positions: Release, minimum Reduction, Full Service, Over Reduction and Emergency.

SA-9 Valve
SA-9 Independent Brake Valve is a compact self lapping, pressure maintaining Brake Valve which is capable of graduating the application or release of Locomotive Air Brakes independent of Automatic Brake. The SA-9 Independent Brake Valve is also capable of releasing an automatic brake application on the Locomotive without affecting the train brake application. The SA-9 Brake Valve has three positions : quick release, release and application.

MU 2B VALVE
The MU-2B Valve is a manually operated, two positions and multiple operated valve arranged with a pipe bracket and is normally used for locomotive brake equipment for multiple unit service between locomotives equipped with similar system in conjunction with F-1 Selector Valve.

D-1 Emergency Brake Valve

The D-1 Emergency Brake Valve is a manually operated device which provides a means of initiating an emergency brake application.

SCHEDULE EXAMINATION
Maintenance of railway vehicles is scheduled in accordance with periodic inspections and regular repairs. Inspections and repairs are prescribed according to the criteria of operational life, limited by the time of operation of a locomotive in traffic or according to the criteria of operational life including the path traveled. For the proper functioning of diesel shed and to reduce the number of failures of diesel locos, there is a fixed plan for every loco, at the end of which the loco is checked and repaired. This process is called scheduling. There are two types of schedules which are as follows: Major schedules Minor schedule

MINOR SCHEDULES
Schedule is done by the technicians when the loco enters the shed. After 15 days there is a minor schedule. The following steps are done every minor schedule & known as SUPER CHECKING. The lube oil level & pressure in the sump is checked. The coolant water level & pressure in the reservoir is checked. The joints of pipes & fittings are checked for leakage. The check super charger, compressor &its working. The engine is checked thoroughly for the abnormal sounds if there is any. F.I.P. is checked properly by adjusting different rack movements. This process should be done nearly four hour only. After this the engine is sent in the mail/goods running repairs for repairs. There are following types of minor schedules: T-1 SHEDULE AFTER 15 DAYS T-2 SHEDULE AFTER 30 DAYS T-1 SHEDULE AFTER 45 DAYS M-2 SHEDULE AFTER 60 DAYS T-1 SHEDULE AFTER 75 DAYS T-2 SHEDULE AFTER 90 DAYS T-1 SHEDULE AFTER 105 DAYS

TRIP-1
Fuel oil & lube check. Expressor discharge valve. Flexible couplings bubbles. Turbo run down test. Record condition of wheels by star gauge. Record oil level in the axle caps for suspension bearing.

TRIP-2
All the valves of the expressor are checked. Primary and secondary fuel oil filters are checked. Turbo super charger is checked. Under frame are checked. Lube oil of under frame checked.

MONTHLY-2 SEHEDULE
All the works done in T-2 schedule. All cylinder head valve loch check. Sump examination. Main bearing temperature checked. Expressor valve checked. Wick pad changed. Lube oil filter changed. Strainer cleaned. Expressor oil changed.

MAJOR SCHEDULES
These schedules include M-4, M-8 M-12 and M-24. The M-4 schedule is carried out for 4 months and repeated after 20 months. The M-8 schedule is carried out for 8 months and repeated after 16 months. The M-12 is an annual schedule whereas the M-24 is two years.

M-4 Schedule
(1). Run engine; check operation of air system safety valves and expressor crankcase lube oil pressure. (2). Stop engine; carry out dry run operational test, check FIP timing and uniformity of rack setting and correct if necessary. (3). Engine cylinder head:-Tighten all air and exhaust elbow bolts, check valve clearance, exhaust manifold elbow etc. (4). Engine crankcase cover:-Remove crankcase cover and check for any foreign material. Renew gaskets. (5). Clean Strainer and filters, replace paper elements. (6). Compressed air and vacuum system:-Check, clean and recondition rings, piston, Intake strainers, and inlet and exhaust valve, lube oil relief valve, unloading valve. Drain, clean and refill crankcase. (7). Radiator fan- tightens bolts and top up oil if necessary. (8). Roller bearing axle boxes.Check for loose bolts, loss of grease, sign of overheating. Remove covers, clean and examine roller races and cages for defects. Carry out ultrasonic test of axles. (9). Clean cyclonic filters, bag filters and check the condition of rubber bellows of air intake system. (10). Renew airflow indicator valve. (11). Carry out blow bye test and gauge wheel wears.

YEARLY/MECHANICAL
In this section, major schedules such as M-24, M48 and M-72 are carried out. Here, complete overhauling of the locomotives is done and all the parts are sent to the respective section and new parts are installed after which load test is done to check proper working of the parts. The work done in these sections are as follows: 1). Repeating of all items of trip, quarterly and monthly schedule. 2). Testing of all valves of vacuum/compressed air system. Repair if necessary. 3). Replacement of coalesce element of air dryer. (4). Reconditioning, calibration and checking of timing of FIP is done. Injector is overhauled. (5). Cleaning of Bull gear and overhauling of gear-case is done. (6). RDP testing of radiator fan, greasing of bearing, checking of shaft and keyway. Examination of coupling and backlash checking of gear unit is done. (7). Checking of push rod and rocker arm assembly. Replacement is done if bent or broken. Checking of clearance of inlet and exhaust valve. (8). Examination of piston for cracks, renew bearing shell of connecting rod fitment. Checking of connecting rod elongation. (9). Checking of crankshaft thrust and deflection. Shims are added if deflection is more than the tolerance limit. (10). Main bearing is discarded if it has embedded dust, gives evidence of fatigue failure or is weared. (11). Checking of cracks in water header and elbow. Install new gaskets in the air intake manifold. Overhauling of exhaust manifold is done. (12). Checking of cracks in crankcase, lube oil header, jumper and tube leakage in lube oil cooler. Replace or dummy of tubes is done.

(13). Lube oil system- Overhauling of pressure regulating valves, by pass valve, lube oil filters and strainers is done. (14). Fuel oil system- Overhauling of pressure regulating valve, pressure relief valve, primary and secondary filters. (15). Checking of rack setting, governor to rack linkage, fuel oil high-pressure line is done. (16). Cooling water system- draining of the cooling water from system and cleaning with new water carrying 4 kg tri-phosphate is done. All water system gaskets are replaced. Water drain cock is sealed. Copper vent pipes are changed and water hoses are renewed. (17). Complete overhauling of water pump is done. Checking of impeller shaft for wear and lubrication of ball bearing. Water and oil seal renewal. (18). Complete overhauling of expressor/compressor, pistons rings and oil seal renewed. Expressor orifice test is carried out. (19). Complete overhauling of Turbo supercharger is done. Dynamic balancing and Zyglo test of the turbine/impeller is done. Also, hydraulic test of complete Turbo supercharger is done. (20). Overhauling of after-cooler is done. Telltale hole is checked for water leak. (21). Inspection of the crankcase cover gasket and diaphragm is done. It is renewed if necessary. (22). Rear T/Motor blower bearing are checked and changed. Greasing of bearing is done. (23). Cyclonic filter rubber bellows and rubber hoses are changed. Air intake filter and vacuum oil bath filter are cleaned and oiled. (24). Radiators are reconditioned, fins are straightened hydraulic test to detect leakage and cleaning by approved chemical.

(25). Bogie- Checking of frame links, spring, equalizing beam locating roller pins for free movement, buffer height, equalizer beam for cracks, rail guard distance is done. Refilling of center plate and loading pads is done. Journal bearings are reconditioned. (26). Axle box- cleaning of axle box housing is done. (27). Wheels- inspection for fracture or flat spot. Wheel are turned and gauged. (28). Checking of wear on horn cheek liners and T/M snubber wear plates. (29). Checking of brake parts for wear, lubrication of slack adjusters is done. Inspection for fatigue, crack and distortion of center buffers couplers, side buffers are done. (30). Traction motor suspension bearing- cleaning of wick assembly, checking of wear in motor nose suspension. Correct fitment of felt wick lubricators is ensured. Axle boxes are refilled with fresh oil. Testing of all pressure vessels is carried out.

Examination while Engine is running.

(32). Expressor orifice test is performed. Engine over sped trip assembly operation, LWS operation are checked. Checking of following items is done: Water and oil leakage at telltale hole of water pump, turbo return pipes for leakage and crack, air system for leakage, fuel pump and pipes for leakage, exhaust manifold for leaks, engine lube oil pressure at idle, turbo for smooth run down as engine is stopped. Difference in vacuum between vacuum reservoir pipe and expressor crankcase & and pressure difference across lube oil filters at idle and full engine speed are recorded. (33). Brakes at all application positions are checked. Checking of fast and flexible coupling is done and the expressor is properly aligned. Inspection of camshaft. Lubrication of hand brake lever and chain. (37). Speedometer- Overhaul, testing of speed recorder and indicator, pulse generator is done.